2004 DAEWOO LACETTI Lamp

ENGINE CONTROLS 1F – 627
DAEWOO V–121 BL4
A closed throttle on engine coast down produces a rela-
tively low MAP output. MAP is the opposite of vacuum.
When manifold pressure is high, vacuum is low. The MAP
sensor is also used to measure barometric pressure. This
is performed as part of MAP sensor calculations. With the
ignition ON and the engine not running, the engine control
module (ECM) will read the manifold pressure as baromet-
ric pressure and adjust the air/fuel ratio accordingly. This
compensation for altitude allows the system to maintaindriving performance while holding emissions low. The
barometric function will update periodically during steady
driving or under a wide open throttle condition. In the case
of a fault in the barometric portion of the MAP sensor, the
ECM will set to the default value.
A failure in the MAP sensor circuit sets a diagnostic trouble
code P0107 or P0108.
The following tables show the difference between absolute pressure and vacuum related to MAP sensor output, which
appears as the top row of both tables.
MAP
Volts4.94.43.83.32.72.21.71.10.60.30.3
kPa1009080706050403020100
in. Hg29.626.623.720.717.714.811.88.95.92.90
VACUUM
Volts4.94.43.83.32.72.21.71.10.60.30.3
kPa0102030405060708090100
in. Hg02.95.98.911.814.817..720.723.726.729.6
ENGINE CONTROL MODULE
The engine control module (ECM), located inside the pas-
senger kick–panel, is the control center of the fuel injection
system. It constantly looks at the information from various
sensors and controls the systems that affect the vehicle’s
performance. The ECM also performs the diagnostic func-
tions of the system. It can recognize operational problems,
alert the driver through the Malfunction Indicator Lamp
(MIL), and store diagnostic trouble code(s) which identify
problem areas to aid the technician in making repairs.
There are no serviceable parts in the ECM. The calibra-
tions are stored in the ECM in the Programmable Read–
Only Memory (PROM).
The ECM supplies either 5 or 12 volts to power the sensors
or switches. This is done through resistances in the ECM
which are so high in value that a test light will not come on
when connected to the circuit. In some cases, even an or-
dinary shop voltmeter will not give an accurate reading be-
cause its resistance is too low. You must use a digital volt-
meter with a 10 megohm input impedance to get accurate
voltage readings. The ECM controls output circuits such
as the fuel injectors, the idle air control valve, the A/C
clutch relay, etc., by controlling the ground circuit through
transistors or a device called a ”quad–driver.”
FUEL INJECTOR
The Multiport Fuel Injection (MFI) assembly is a solenoid–
operated device controlled by the engine control module
(ECM). It meters pressurized fuel to a single engine cylin-
der. The ECM energizes the fuel injector or the solenoid
to a normally closed ball or pintle valve. This allows fuel toflow into the top of the injector, past the ball or pintle valve,
and through a recessed flow director plate at the injector
outlet.
The director plate has six machined holes that control the
fuel flow, generating a conical spray pattern of finely atom-
ized fuel at the injector tip. Fuel from the tip is directed at
the intake valve, causing it to become further atomized
and vaporized before entering the combustion chamber.
A fuel injector which is stuck partially open will cause a loss
of fuel pressure after the engine is shut down. Also, an ex-
tended crank time will be noticed on some engines. Diesel-
ing can also occur because some fuel can be delivered to
the engine after the ignition is turned OFF.
KNOCK SENSOR
The knock sensor detects abnormal knocking in the en-
gine. The sensor is mounted in the engine block near the
cylinders. The sensor produces an AC output voltage
which increases with the severity of the knock. This signal
is sent to the engine control module (ECM). The ECM then
adjusts the ignition timing to reduce the spark knock.
ROUGH ROAD SENSOR
The engine control module (ECM) receives rough road in-
formation from the VR sensor. The ECM uses the rough
road information to enable or disable the misfire diagnos-
tic. The misfire diagnostic can be greatly affected by
crankshaft speed variations caused by driving on rough
road surfaces. The VR sensor generates rough road infor-
mation by producing a signal which is proportional to the
movement of a small metal bar inside the sensor.
If a fault occurs which causes the ECM to not receive
rough road information between 30 and 80 mph (50 and
132 km/h), DTC P1391 will set.

1F – 628IENGINE CONTROLS
DAEWOO V–121 BL4
STRATEGY – BASED DIAGNOSTICS
Strategy–Based Diagnostics
The strategy–based diagnostic is a uniform approach to
repair all Electrical/Electronic (E/E) systems. The diag-
nostic flow can always be used to resolve an E/E system
problem and is a starting point when repairs are neces-
sary. The following steps will instruct the technician on
how to proceed with a diagnosis:
S Verify the customer complaint. To verify the cus-
tomer complaint, the technician should know the
normal operation of the system.
S Perform preliminary checks as follows:
S Conduct a thorough visual inspection.
S Review the service history.
S Detect unusual sounds or odors.
S Gather Diagnostic Trouble Code (DTC) informa-
tion to achieve an effective repair.
S Check bulletins and other service information. This
includes videos, newsletters, etc.
S Refer to service information (manual) system
check(s).
S Refer to service diagnostics.
No Trouble Found
This condition exists when the vehicle is found to operate
normally. The condition described by the customer may be
normal. Verify the customer complaint against another ve-
hicle that is operating normally. The condition may be in-
termittent. Verify the complaint under the conditions de-
scribed by the customer before releasing the vehicle.
Re–examine the complaint.
When the complaint cannot be successfully found or iso-
lated, a re–evaluation is necessary. The complaint should
be re–verified and could be intermittent as defined in ”In-
termittents,” or could be normal.
After isolating the cause, the repairs should be made. Vali-
date for proper operation and verify that the symptom has
been corrected. This may involve road testing or other
methods to verify that the complaint has been resolved un-
der the following conditions:
S Conditions noted by the customer.
S If a DTC was diagnosed, verify a repair by duplicat-
ing conditions present when the DTC was set as
noted in the Failure Records or Freeze Frame data.
Verifying Vehicle Repair
Verification of the vehicle repair will be more comprehen-
sive for vehicles with On–Board Diagnostic (EOBD) sys-
tem diagnostics. Following a repair, the technician should
perform these steps:
Important : Follow the steps below when you verify re-
pairs on EOBD systems. Failure to follow these steps
could result in unnecessary repairs.S Review and record the Failure Records and the
Freeze Frame data for the DTC which has been
diagnosed (Freeze Fame data will only be stored
for an A or B type diagnostic and only if the MIL
has been requested).
S Clear the DTC(s).
S Operate the vehicle within conditions noted in the
Failure Records and Freeze Frame data.
S Monitor the DTC status information for the specific
DTC which has been diagnosed until the diagnostic
test associated with that DTC runs.
EOBD SERVICEABILITY ISSUES
Based on the knowledge gained from On–Board Diagnos-
tic (EOBD) experience in the 1994 and 1995 model years,
this list of non–vehicle faults that could affect the perfor-
mance of the EOBD system has been compiled. These
non–vehicle faults vary from environmental conditions to
the quality of fuel used. With the introduction of EOBD
diagnostics across the entire passenger car and light–duty
truck market in 1996, illumination of the MIL due to a non–
vehicle fault could lead to misdiagnosis of the vehicle, in-
creased warranty expense and customer dissatisfaction.
The following list of non–vehicle faults does not include ev-
ery possible fault and may not apply equally to all product
lines.
Fuel Quality
Fuel quality is not a new issue for the automotive industry,
but its potential for turning on the Malfunction Indicator
Lamp (MIL) with EOBD systems is new.
Fuel additives such as ”dry gas” and ”octane enhancers”
may affect the performance of the fuel. If this results in an
incomplete combustion or a partial burn, it will set DTC
P0300. The Reed Vapor Pressure of the fuel can also
create problems in the fuel system, especially during the
spring and fall months when severe ambient temperature
swings occur. A high Reed Vapor Pressure could show up
as a Fuel Trim DTC due to excessive canister loading.
High vapor pressures generated in the fuel tank can also
affect the Evaporative Emission diagnostic as well.
Using fuel with the wrong octane rating for your vehicle
may cause driveability problems. Many of the major fuel
companies advertise that using ”premium” gasoline will
improve the performance of your vehicle. Most premium
fuels use alcohol to increase the octane rating of the fuel.
Although alcohol–enhanced fuels may raise the octane
rating, the fuel’s ability to turn into vapor in cold tempera-
tures deteriorates. This may affect the starting ability and
cold driveability of the engine.
Low fuel levels can lead to fuel starvation, lean engine op-
eration, and eventually engine misfire.
Non–OEM Parts
All of the EOBD diagnostics have been calibrated to run
with Original Equipment Manufacturer (OEM) parts.
Something as simple as a high–performance exhaust sys-
tem that affects exhaust system back pressure could po-

1F – 630IENGINE CONTROLS
DAEWOO V–121 BL4
COMPREHENSIVE COMPONENT
MONITOR DIAGNOSTIC OPERATION
Comprehensive component monitoring diagnostics are
required to monitor emissions–related input and output
powertrain components.
Input Components
Input components are monitored for circuit continuity and
out–of–range values. This includes rationality checking.
Rationality checking refers to indicating a fault when the
signal from a sensor does not seem reasonable, i.e.
Throttle Position (TP) sensor that indicates high throttle
position at low engine loads or Manifold Absolute Pressure
(MAP) voltage. Input components may include, but are not
limited to, the following sensors:
S Vehicle Speed Sensor (VSS).
S Crankshaft Position (CKP) sensor.
S Throttle Position (TP) sensor.
S Engine Coolant Temperature (ECT) sensor.
S Camshaft Position (CMP) sensor.
S Manifold Absolute Pressure (MAP) sensor.
In addition to the circuit continuity and rationality check,
the ECT sensor is monitored for its ability to achieve a
steady state temperature to enable closed loop fuel con-
trol.
Output Components
Output components are diagnosed for proper response to
control module commands. Components where functional
monitoring is not feasible will be monitored for circuit conti-
nuity and out–of–range values if applicable. Output com-
ponents to be monitored include, but are not limited to the
following circuit:
S Idle Air Control (IAC) Motor.
S Control module controlled EVAP Canister Purge
Valve.
S A/C relays.
S Cooling fan relay.
S VSS output.
S MIL control.
Refer to ”Engine Control Module” and Sensors in this sec-
tion.
Passive and Active Diagnostic Tests
A passive test is a diagnostic test which simply monitors
a vehicle system or component. Conversely, an active
test, actually takes some sort of action when performing
diagnostic functions, often in response to a failed passive
test. For example, the Exhaust Gas Recirculation (EGR)
diagnostic active test will force the EGR valve open during
closed throttle deceleration and/or force the EGR valve
closed during a steady state. Either action should result in
a change in manifold pressure.
Intrusive Diagnostic Tests
This is any on–board test run by the Diagnostic Manage-
ment System which may have an effect on vehicle perfor-
mance or emission levels.
Warm–Up Cycle
A warm–up cycle means that engine temperature must
reach aminimum of 160°F (70°C) and rise at least 72°F
(22°C) over the course of a trip.
Freeze Frame
Freeze Frame is an element of the Diagnostic Manage-
ment System which stores various vehicle information at
the moment an emissions–related fault is stored in
memory and when the Malfunction Indicator Lamp (MIL)
is commanded on. These data can help to identify the
cause of a fault.
Failure Records
Failure Records data is an enhancement of the EOBD
Freeze Frame feature. Failure Records store the same ve-
hicle information as does Freeze Frame, but it will store
that information for any fault which is stored in onboard
memory, while Freeze Frame stores information only for
emission–related faults that command the MIL on.
COMMON EOBD TERMS
Diagnostic
When used as a noun, the word diagnostic refers to any
on–board test run by the vehicle’s Diagnostic Manage-
ment System. A diagnostic is simply a test run on a system
or component to determine if the system or component is
operating according to specification. There are many diag-
nostics, shown in the following list:
S Misfire
S Front Heated Oxygen Sensor (HO2S1)
S Rear Heated Oxygen Sensor (HO2S2)
S Exhaust Gas Recirculation (EGR)
S Catalyst monitoring
Enable Criteria
The term ”enable criteria” is engineering language for the
conditions necessary for a given diagnostic test to run.
Each diagnostic has a specific list of conditions which
must be met before the diagnostic will run.
”Enable criteria” is another way of saying ”conditions re-
quired.”
The enable criteria for each diagnostic is listed on the first
page of the Diagnostic Trouble Code (DTC) description
under the heading ”Conditions for Setting the DTC.” En-
able criteria varies with each diagnostic and typically in-
cludes, but is not limited to, the following items:
S Engine speed.
S Vehicle speed
S Engine Coolant Temperature (ECT)
S Manifold Absolute Pressure (MAP)

ENGINE CONTROLS 1F – 631
DAEWOO V–121 BL4
S Barometric Pressure (BARO)
S Intake Air Temperature (IAT)
S Throttle Position (TP)
S High canister purge
S Fuel trim
S A/C on
Trip
Technically, a trip is a key–on run key–off cycle in which all
the enable criteria for a given diagnostic are met, allowing
the diagnostic to run. Unfortunately, this concept is not
quite that simple. A trip is official when all the enable crite-
ria for a given diagnostic are met. But because the enable
criteria vary from one diagnostic to another, the definition
of trip varies as well. Some diagnostics are run when the
vehicle is at operating temperature, some when the ve-
hicle first starts up; some require that the vehicle be cruis-
ing at a steady highway speed, some run only when the
vehicle is at idle; some diagnostics function with the
Torque Converter Clutch (TCC) disabled. Some run only
immediately following a cold engine startup.
A trip then, is defined as a key–on run key–off cycle in
which the vehicle was operated in such a way as to satisfy
the enables criteria for a given diagnostic, and this diag-
nostic will consider this cycle to be one trip. However,
another diagnostic with a different set of enable criteria
(which were not met) during this driving event, would not
consider it a trip. No trip will occur for that particular diag-
nostic until the vehicle is driven in such a way as to meet
all the enable criteria
Diagnostic Information
The diagnostic charts and functional checks are designed
to locate a faulty circuit or component through a process
of logical decisions. The charts are prepared with the re-
quirement that the vehicle functioned correctly at the time
of assembly and that there are not multiple faults present.
There is a continuous self–diagnosis on certain control
functions. This diagnostic capability is complimented by
the diagnostic procedures contained in this manual. The
language of communicating the source of the malfunction
is a system of diagnostic trouble codes. When a malfunc-
tion is detected by the control module, a diagnostic trouble
code is set and the Malfunction Indicator Lamp (MIL) is illu-
minated.
Malfunction Indicator Lamp (MIL)
The Malfunction Indicator Lamp (MIL) is required by On–
Board Diagnostics (EOBD) that it illuminates under a strict
set of guide lines.
Basically, the MIL is turned on when the engine control
module (ECM) detects a DTC that will impact the vehicle
emissions.The MIL is under the control of the Diagnostic Executive.
The MIL will be turned on if an emissions–related diagnos-
tic test indicates a malfunction has occurred. It will stay on
until the system or component passes the same test, for
three consecutive trips, with no emissions related faults.
Extinguishing the MIL
When the MIL is on, the Diagnostic Executive will turn off
the MIL after three consecutive trips that a ”test passed”
has been reported for the diagnostic test that originally
caused the MIL to illuminate. Although the MIL has been
turned off, the DTC will remain in the ECM memory (both
Freeze Frame and Failure Records) until forty (40) warm–
up cycles after no faults have been completed.
If the MIL was set by either a fuel trim or misfire–related
DTC, additional requirements must be met. In addition to
the requirements stated in the previous paragraph, these
requirements are as follows:
S The diagnostic tests that are passed must occur
with 375 rpm of the rpm data stored at the time the
last test failed.
S Plus or minus ten percent of the engine load that
was stored at the time the last test failed. Similar
engine temperature conditions (warmed up or
warming up) as those stored at the time the last
test failed.
Meeting these requirements ensures that the fault which
turned on the MIL has been corrected.
The MIL is on the instrument panel and has the following
functions:
S It informs the driver that a fault that affects vehicle
emission levels has occurred and that the vehicle
should be taken for service as soon as possible.
S As a system check, the MIL will come on with the
key ON and the engine not running. When the en-
gine is started, the MIL will turn OFF.
S When the MIL remains ON while the engine is run-
ning, or when a malfunction is suspected due to a
driveability or emissions problem, an EOBD System
Check must be performed. The procedures for
these checks are given in EOBD System Check.
These checks will expose faults which may not be
detected if other diagnostics are performed first.
Data Link Connector (DLC)
The provision for communicating with the control module
is the Data Link Connector (DLC). The DLC is used to con-
nect to a scan tool. Some common uses of the scan tool
are listed below:
S Identifying stored DTCs.
S Clearing DTCs.
S Performing output control tests.
S Reading serial data.

1F – 632IENGINE CONTROLS
DAEWOO V–121 BL4
READING DIAGNOSTIC TROUBLE
CODES
The procedure for reading diagnostic trouble code(s) is to
use a diagnostic scan tool. When reading Diagnostic
Trouble Codes (DTCs), follow the instructions supplied by
tool manufacturer.
DTC Modes
On On–Board Diagnostic (EOBD) passenger cars there
are five options available in the scan tool DTC mode to dis-
play the enhanced information available. A description of
the new modes, DTC Info and Specific DTC, follows. After
selecting DTC, the following menu appears:
S DTC Info.
S Specific DTC.
S Freeze Frame.
S Fail Records (not all applications).
S Clear Info.
The following is a brief description of each of the sub me-
nus in DTC Info and Specific DTC. The order in which they
appear here is alphabetical and not necessarily the way
they will appear on the scan tool.
DTC Information Mode
Use the DTC info mode to search for a specific type of
stored DTC information. There are seven choices. The
service manual may instruct the technician to test for
DTCs in a certain manner. Always follow published service
procedures.
To get a complete description of any status, press the ”En-
ter” key before pressing the desired F–key. For example,
pressing ”Enter” then an F–key will display a definition of
the abbreviated scan tool status.
DTC Status
This selection will display any DTCs that have not run dur-
ing the current ignition cycle or have reported a test failure
during this ignition up to a maximum of 33 DTCs. DTC
tests which run and pass will cause that DTC number to
be removed from the scan tool screen.
Fail This Ign. (Fail This Ignition)
This selection will display all DTCs that have failed during
the present ignition cycle.
History
This selection will display only DTCs that are stored in the
ECM’s history memory. It will not display type CNL DTCs
that have not requested the Malfunction Indicator Lamp
(MIL). It will display all type A, B and E DTCs that have re-
quested the MIL and have failed within the last 40 warm–
up cycles. In addition, it will display all type C and type D
DTCs that have failed within the last 40 warm–up cycles.
Last Test Fail
This selection will display only DTCs that failed the last
time the test ran. The last test may have run during a pre-
vious ignition cycle if a type A or type B DTC is displayed.
For type C and type D DTCs, the last failure must have oc-
curred during the current ignition cycle to appear as Last
Test Fail.
MIL Request
This selection will display only DTCs that are requesting
the MIL. Type C and type D DTCs cannot be displayed us-
ing this option. This selection will report type B DTCs only
after the MIL has been requested.
Not Run SCC (Not Run Since Code Clear)
This option will display up to 33 DTCs that have not run
since the DTCs were last cleared. Since any displayed
DTCs have not run, their condition (passing or failing) is
unknown.
Test Fail SCC (Test Failed Since Code
Clear)
This selection will display all active and history DTCs that
have reported a test failure since the last time DTCs were
cleared. DTCs that last failed more than 40 warm–up
cycles before this option is selected will not be displayed.
Specific DTC Mode
This mode is used to check the status of individual diag-
nostic tests by DTC number. This selection can be ac-
cessed if a DTC has passed, failed or both. Many EOBD
DTC mode descriptions are possible because of the ex-
tensive amount of information that the diagnostic execu-
tive monitors regarding each test. Some of the many pos-
sible descriptions follow with a brief explanation.
The ”F2” key is used, in this mode, to display a description
of the DTC. The ”Yes” and ”No” keys may also be used to
display more DTC status information. This selection will
only allow entry of DTC numbers that are supported by the
vehicle being tested. If an attempt is made to enter DTC
numbers for tests which the diagnostic executive does not
recognize, the requested information will not be displayed
correctly and the scan tool may display an error message.
The same applies to using the DTC trigger option in the
Snapshot mode. If an invalid DTC is entered, the scan tool
will not trigger.
Failed Last Test
This message display indicates that the last diagnostic
test failed for the selected DTC. For type A and type B
DTCs, this message will be displayed during subsequent
ignition cycles until the test passes or DTCs are cleared.
For type C and type D DTCs, this message will clear when
the ignition is cycled.
Failed Since Clear
This message display indicates that the DTC has failed at
least once within the last 40 warm–up cycles since the last
time DTCs were cleared.

POSITION OF CONNECTORS AND GROUNDSW2–3
2) CONNECTOR INFORMATION
Connector
Number
Te r m i n a l
NumberColorConnecting Wiring
HarnessConnector Position
C10121 PinWhiteBody
Engine Fuse BlockEngine Fuse Block
C10211 P i nWhiteBody
Engine Fuse BlockEngine Fuse Block
C10310 PinWhiteEngine
Engine Fuse BlockEngine Fuse Block
C10424 PinWhiteFront
Engine Fuse BlockEngine Fuse Block
C1054 PinWhiteBody
Engine Fuse BlockEngine Fuse Block
C10620 PinWhiteEngine
Engine Fuse BlockEngine Fuse Block
C1072 PinWhiteABS
Engine Fuse BlockEngine Fuse Block
C10824 PinBlackBody
EngineLeft Engine Fuse Block
C1094 PinWhiteEngine
FrontUnder Engine Fuse Block
C11012 PinWhiteABS
BodyBelow Engine Fuse Block
C 1112 PinBlackABS
FrontBelow Engine Fuse Block
C1122 PinBlackFront – HornCenter Cross Member Panel
C11316 PinBlackBody
FrontBehind ECM Bracket
C20176 PinBlackI.P
I.P Fuse BlockI.P Fuse Block
C20289 PinWhiteI.P
BodyLeft CO–Driver Leg Room
C2048 PinWhiteRoof
Body (W/O Rain Sensor)Left CO–Driver Leg Room
C20414 PinWhiteRoof
Body(W/ Rain Sensor)Left CO–Driver Leg Room
C20622 PinWhiteI.P
TCMUpper Driver Leg Room
C2076 PinWhiteAir Bag
I.PUpper Left Driver Leg Room
C20815 PinWhiteI.P
FAT CBehind Glove Box
C20920 PinBlackFAT C
FAT C . A u xBetween Heater Core and
Evaporator Core
C2106 PinWhiteI.P
ConsoleBelow Console Box
C3018 PinWhiteAir Bag
BodyFront SDM
C3024 PinBlackRR. ABS
BodyCenter Rear Cross Member
C35133 PinGrayBody
Front Light DoorUnder CO–Driver A Pillar
C36133 PinGrayBody
Front Right DoorUnder Driver A Pillar
C37112 PinWhiteBody
Rear Light DoorUnder Left B Pillar
C38112 PinWhiteBody
Rear Right DoorUnder Right B Pillar
C401 (N/B)8 PinWhiteTrunk
BodyInside Right Trunk Side Cover
C401 (H/B)6 PinWhiteTrunk
BodyInside Right Trunk Side Cover
C4026 PinWhiteTrunk LID
BodyInside Right Trunk Side Cover
C4036 PinWhiteT/Gate. EXT. – BodyInside Left C Pillar
C4048 PinWhiteT/Gate. EXT. – BodyInside Left C Pillar
C4058 PinWhiteT/Gate. EXT. – T/GateBeside Left Rear Wiper Motor
C4066 PinWhiteT/Gate. EXT. – T/GateBeside Left Rear Wiper Motor
3) GROUND INFORMATION
Ground Number
Wiring HarnessGround Position
G101FrontBehind Left Head Lamp
G102FrontBehind Right Head Lamp
G103BatteryLeft Battery
G104EngineUnder Start Motor
G105BatteryUnder Start Motor
G106ABSBelow EBCM
G107Engine(MR–140/HV–240)Under Start Motor
G201I.PLeft I/P Fuse Block
G202Air BagBehind Left Audio Bracket
G203I.PBehind Left Audio Bracket
G205RoofUpper Driver Leg Room
G301BodyBelow Driver Cross Member Floor Panel
G302BodyBelow Left C Pillar
G303BodyBelow Left CO–Driver Leg Room
G401TrunkCenter Trunk Lower Back Panel
G402T/Gate. EXT.Inside Driver C Pillar
4) SPLICE PACK INFORMATION
Splice Pack Number
ColorWiring HarnessGround Position
S101BlackEngine(MR–140/HV–240)Upper Transmission
S202BlackI.PBehind Cluster
S203RedI.PBehind Audio Mounting
S204MagentaI.PBehind Audio Mounting
S205OrangeTCM (MR–140/HV–240)Upper Driver Leg Room
S301BlueBodyLeft CO–Driver Leg Room
S302BrownBodyLeft CO–Driver Leg Room

2C – 2IFRONT SUSPENSION
DAEWOO V–121 BL4
SPECIFICATIONS
GENERAL SPECIFICATIONS
ApplicationTrim Height
Center of Front Wheel to Bottom of Front Wheel Well368 mm (14.4 in.)
Center of Rear Wheel to Bottom of Rear Wheel Well367 mm (14.4 in.)
* CONDITION : Full Fuel in the Tank
FASTENER TIGHTENING SPECIFICATIONS
ApplicationNSmLb–FtLb–In
Ball Joint Pinch Bolt Nut6044–
Ball Joint–to–Control Arm Nuts10074–
Front Control Arm–to–Crossmember Bolt12592–
Rear Contral Arm–to–Crossmember Bolt11 081–
Crossmember Link–to–Crossmember Bolt11 484–
Crossmember Link–to–Transaxle Bracket Nut169125–
Drive Axle–to–Hub Caulking Nut300221–
Front Crossmember–to–Body Bolts13096–
Piston Rod Nut7555–
Rear Crossmember–to–Body Bolts196145–
Stabilizer Link–to–Strut Assembly Nut4735–
Stabilizer Shaft–to–Crossmember Clamp Bolts2518–
Stabilizer Shaft–to–Stabilizer Link Nut4735–
Steering Knuckle–to–Strut Assembly Nuts/Bolts12089–
Strut Assembly–to–Body Nut6548–

2C – 8IFRONT SUSPENSION
DAEWOO V–121 BL4
1. Cap
2. Strut Upper Nut
3. Piston Rod Nut
4. Strut Mount
5. Strut Bearing
6. Washer
7. Upper Spring Seat
8. Front Spring Locator
9. Upper Spring Insulator
10. Hollow Bumper
11. Front Coil Spring
12. Lower Spring Insulator
13. Front Strut
14. Steering Knuckle–to–Strut Assembly
15. Nut
16. Steering Knuckle
17. Brake Shield
18. Front Hub Bearing19. Outer Snap Ring
20. Front Hub
21. Front Brake Disc
22. Washer
23. Caulking Nut
24. Stabilizer Clamp Bolt
25. Stabilizer Clamp
26. Stabilizer Clamp Insulator
27. Stabilizer
28. Stabilizer Link Nut
29. Stabilizer Link
30. Front Suspension Crossmember
31. Crossmember Cover
32. Crossmember Cover Bolt
33. Crossmember Bolt
34. Crossmember Nut
35. Control Arm
36. Ball Joint